Torque converter



A. E. KRlCK 2,301,292

.TORQUE CONVERTER Filed 1933 3 Sheets-Sheet l ATTORNEYS.

Nov. 10, 1942. I

Nov. 10, 1942. A. E. KRICK D TORQUE CONVERTER Filed Aug. 25, 1958 3 Sheets-Sheet 2 INVENTOR.

m m A Nov. 10, 1942. A 4 2,301,292

TORQUE CONVERTER Filed Aug. 25, 1938 3 Sheets-Sheet 5 ATTORNEYS.

Patented Nov. 10, .1942

UNITED STATES PATENT OFFICE TORQUE CONVERTER Arthur F. Kriclr, Indianapolis, Ind. Application August 25, 1938, Serial No. 226,675 2 Claims. (cums-57) 7 It is theobjectof my invention to produce a torque-converter, or a-deviceby which torque can be gradually applied to a static load. A further object of my invention is to produce a device of this kind which, without being met-- operativetly interconnected by planet pinions.

One of these elementsis made the driving element, another the driven element, and the third is connected to one of the other two by a fluid brake which opposes relative rotation of the two elements between which it acts with a force which'is proportional to their relative speed. In a device for installation in an automobile, I arrange the device in a manner such that when the driving element is rotating and the driven element is stationary the third element will tend to rotate in a direction opposite to that in which the driving member rotates; and I desirably incorporate in the device some means for preventing such reverse rotation of thethird element. The fluid brake employed may take the iorm of a series of coaxial plates immersed in a fluid, such as oil, and connectedior rotation alternately to the two elements between which the brake acts.

The accompanying drawings illustrate my invention: Fig. 1 is an axial section on the line l-I of Fig. 2; Fig. 2 is a transverse section on the line 2-2 of Fig. 1; Fig. 3 is a iragmental view similar to Fig. 1 but on an enlarged scale; Fig. 4 is a transverse section on the line 4-4 of Fig. 5 illustrating a modified form of construction; Fig. 5 is an axial section on the line 55 of Fig. 4; Fig. 6 is a section on the line 6-5 of Fig. 5; Fig. 7 is an end elevation of the device;

Fig. 8 is aside elevation of a planet-pinion mounting; Fig. 9.is a fragmental-isometric view illustrating a detail of construction; and Fig. 10 is a Iragmental view similar to Fig. 5, but on an 1 enlarged scale.

The device illustrated in Figs. 1 to 3 comprises a driving member in and a driven member ll co-axial therewith. Rotatable with the driv-.

'ing member I0 is a sun gear I2 which meshes with a set of pinions I3 carried by the driven member II, and surrounding such pinions and meshing therewith there is a r m! s -The parts mentioned form a planetary gearset, and may be constructed in any desired manner. I prefer, however, to form the driven planet-carrier H of a single piece or metal which has an enlarged body portion I6 bored tor the reception of .the sun-gear i2 and of a bearingbushing l6 which receives the inner end of the driven member Ill. Slots cut throughtthe wall or the body l5 and leaving between them longitudinally extending ribs l5" provide spaces in which the pinions i3 are respectively located, each of such pinions being rotatable ona shaft l1 supported from the body [5.

The various parts of the gear set are enclosed I within'a casing mounted for rotation with the driving member l0. Asshown, this casing comprises end walls 20 and 2| and an annular-body 22 to which such end walls are secured, as by means of screws 28. The end wall 20, as shown, is clamped between inner and outer collars 24 and 25, as by screws 26; and the collar andend-wall 20 are keyed or otherwise fixed to the shaft ll.

'- The end wall 2i is provided with a bearing collar 28 within which is a bearing bushing 28 that receives the shank of the driven member II. Beyond the bearing collar 28, the driven member Ii may have fixed to it a coupling-member 3| by means of which it may be connected to the driven device. a

If desired, a bearing ring" may be provided to support the adjacent end or the body ii of the driven 'member from a hub on the inner clamping collar 24.

The body 22 of the casing has an internal diameter considerably larger than the external diameter of the ring gear I. In the. annular space between these two members I provide a series of annular plates connected for rotation alternately to the casing-body 22 and the ring gear I 4. As is clear from Fig. 2, the inner wall of the casing-body 22 may be provided with one or more longitudinally extending key-ways or slots 35 for the reception or lugs 36 on plates 31. Similarly, the ring gear may be provided with one or more longitudinally extending slots for the reception 0! lugs or ears 38 on plates 32.

In the assembly. plates 3'! and .32 alternate.

slightly thicker than the. plates 2!, may be interposed 5s iently, the plates 31 and spacing between adjacent plates 21. Convenrings 4! occupy II which 1 then-space between the end plates 29 and 2| of the casing so that they will be clamped in place when the screws 23 are tightened.

I find it unnecessary to locate the Plates 39 axially of the device; as any contact they may have with the plates 31 will be relatively light.

Within the casing 29-2|--22, I provide a supply of liquid, conveniently oil, in quantity sufficient to fill the annular space between the sun gear l4 and the casing-body 22. One or more screw-plugs 43 in one of the end walls of the casing may be employed for maintaining the proper supply of liquid within the casing.

In the device described, when a torque is applied to the driving member ID with the driven member H under load, the reaction between the pinions l3 and the ring-gear M will tend to rotate the latter in a direction opposite to that of the driving member ID and easing 20-2l-22. The resultant relative rotation of the ring-gear and casing will be opposed by the frictional drag resulting from the presence of liquid between the plates 31 and 39. As a result of this frictional drag a torque will be applied to the driven member ll, tending to rotate that member in the same direction as the driving element H].

A device of the kind described is suited for mterposition between an electric motor of low starting torque and a driven device which presents a relatively high starting load. In such a situation, when the motor is started the driven member ll remains stationary because of its connection with the driven device; and, as the sun gear l2 and easing 20-2i-22 begin to rotate, the ring gear i4 is driven in the reverse direction, causing the plates 3? and 39 to move oppositely through the body of liquid within the casing. The viscosity of the liquid results ina frictional drag between the plates 31 and 39 opposing relative rotation of the two'sets of plates and of the casing and the ring gear to which they are respectively connected. Initially, because of the low speed. this drag is relatively slight and results in the imposition of a correspondingly small torque on the driven member .I I. As the motor increases in speed, however, the

relative speed of the plates 31 and 39 also increases to increase the frictional drag opposing relative rotation between them. Eventually this frictional drag will become sufficient to impose upon the driven member II a torque sufilcient to start the driven device. I

Thereafter, conditions will depend upon the relative speeds of the driving and driven members I9 and II. If these members are rotating at the same speed, all'parts of the device rotate as a unit, and there will be no relative movement b'etween the plates 31 and 38. This conditionfis possible only when no torque is being transmitted through the device; for, in order that torque may be transmitted, there must be some frictional drag opposing relative rotation of the plates 31 and 39, and no such frictional drag will exist unless those plates are moving relatively to each other. Under normal operating conditions, when a torque is being transmitted,

the relative speed of rotation of the plates 31 and 39 will depend upon the magnitude of that torque. V

It is to be noted that the casing 29, being rigidly connected with the driving member Ill will rotate whenever that driving member ro-- tates. Thus the body of liquid within the casing will be distributed evenly throughout its periphery as the' result of centrifugal force.

fere with the production of a satisfactory frictional drag between the two sets of plates. AS, the frictional drag between the two sets of plates has its greatest leverage at the peripheries of the plates, freedom from bubbles over the peripheral regions is of prime importance.

The amount of slippage, or the speed differential, between the driving and driven elements will, with other conditions constant, depend upon the spacing between adjacent plates 31 and 39. The closer such plates are together the less will be the slippage. Since the speed differential between the driving element and the ringgear is always greater than that between the driving and driven elements the fluid brake is more effective and the slippage between the driving and driven elements is less than if the same-brake acted directly between the driving and driven elements.

In the modification of my invention illustrated in Figs. 4 to 10, the planetary gear-set is of a common type in which only external gears are used. In this construction, the driving and driven elements are in the form of coaxial gears 45 and 46, respectively, and are interconnected by sets of planet pinions 4148. The driven gears 46 is larger in diameter than the driving gear 45, so that when the axes of the planet pinions are held in fixed positions the gear-set provides a speed-reducing drive.

The sets of planet pinions 41-48 are rotatably supported from a hollow cylindrical casing 50 which encloses the gear set and which is rotatable relatively to both the driving and driven gears 45 and 46, the casing conveniently being supported from the gears 45 and 45 by bearing bushings 5|. Rotatable with the driven gear 45- is an annular flange 53 which surrounds the planet pinions 41 and 48 and which has a diameter consideradly smaller than the interior diameter of the casing 50.

. wall of the casing 50 may be provided with one. ,or more longitudinally extending keys 55 received within notches in. the periphery of plates 58. Similarly, the flange 53 may be provided exteriorly with one or more keys 51 received within notches in plates 58.

In the assembly, the plates 56 and 58 alternate. The plates 58 are smaller in diameter than are the plates 56, and the latter are provided-near their peripheries with circumferentially spaced axially extending projections conveniently in the form of an annular series of pins 59 extendini through the plates ,56 outwardly beyond the peripheries of the plates 58. The periphery ofeach of the plates 58 is notchedfleeply at intervals with wide V-shaped notches, as indicated at 60, and along the trailing edge of each notch and on each side or the plate there is provided an impeller 6| which may continue obliquely inwardly of the plate tothe central opening therein, as is shown in Fig. 4. The impellers 6| slope forwardly and inwardly inthe direction of rotation.

The device shown in Figs. 4 to 10 includes means for preventing reverserotation of thecaselement 46 and the casing ill.

ing II, which carries-the planet-pinions. To this end, I provide a stationary annular ratchet 85 having external teeth which co-operate with one or more inwardly spring-pressed pawls 66 on the casingv 50. when the device is embodied in an automobile, the ratchet 55 may be supported from a cross member 61 of the automobile frame through the medium of pins'or studs 68. The pawls 86 are desirably so mounted, as shown, that they will fly outwardly out of engagement with the ratchet when the casing 50 is rotating. 7

In the device as so fardescribed, the imposition of a clockwise-directed torque on the driving gear 45 will impose a correspondingly directed torque on the driven gear 46 andan oppositely directed torque on the casing 50. Since the casing 50 is prevented from rotating in a counterclockwise direction by the ratchet 65, the driven gear is forced to rotate in a clockwise direction at a reduced speed., The plates 58 rotate with the. driven gear 46; and as they pass through the liquid within the casing 50, the impellers 61 direct that .liquid against the counterclockwise faces of the pins 59, thus tending to rotate the plates 56 and the casing 50 in a clockwise direction. This tendency increases with the speed of the driven gear, and eventually becomes suilicient to overcome the opposite tendency imparted to the casing 50 through the pinions l1-48. When this occurs, the casing it begins to rotate, such rotation being permitted by the pawls 66. As speed continues to increase, the torque applied to the casing 50 by the eflect oi the fluid within it also increases until eventually a condition is attained where the speed dillerential between the driving and driven elements is substantially insignificant, as in the case of the device illustrated in Figs. 1 to 3.

To prevent the existence oi even that slight speed-diflerential between the driving and driven elements 45 and 45 after a predetermined speed has been attained, I may incorporate in the device a speed-responsive clutch which operates between any two of the three elements of the gear-set to provide, when engaged, a direct drive. In Figs. 4 to 10, I have illustrated a type of clutch'which has proven satisfactory in service and which takes the form of a plurality of segmental weights or shoes 10 which rotate with the driven element 46 and which, upon the attainment of a predetermined speed, irictionally engage the inner surface of the casing 50 with a force sufflcient to prevent relative movement between the drivin As shown in the drawings, the segmental shoes are disposed between two of the plates 58, each shoe being provided with a-centrallylocated pin II which projects axially beyond the side faces of the shoe into radial slots 12 in the adjacent plates 58. The slots permit such radial movement of the shoes as is necessary to cause theirengagement with and disengagement from the inner surface of the casing an; i

' When the speed-responsive clutch is employed, the device operates as above described until the driving element and the shoes 10 attain a speed such that the shoes come into clutching engagement with the inner surface of the casing. Until that speed is attained, the oil film between the shoes and-the casing prevents the transference of any substantial torque from the shoes to the,

casing, or vice verse. I have found that the speed at which the oil film breaks down to-permit clutching engagement of the shoes with'the casfurther. that the speed at which. the shoes come into clutching engagement with the casing can be controlled by providing the outer surface of each of the shoes Ill with oil-grooves 14 and by varying the number and cross-sectional area of such grooves. Increasing the aggregate cross-sectional area of the grooves, either by increasing their number or their size, tends to decrease the speed at which the shoes I exert their clutching action on the casing 50.

To prevent the shoes from undue movement which might cause undesirable noise, each of them may be forced lightly outward, or toward engagement with the casing 50, as by means of a centrally disposed compression spring 'l5. Each spring 15 exerts on its associated shoe a force which is slightly greater than the weight of the shoe: so that the shoes never tend to fall inwardly.

Whena device of the type illustrated in Figs. 4 to 10 is incorporated in an automobile, clearances between the relatively rotatable elements in the oil-containing space are desirably so arranged that the fluid-braking action exerted between the driven element 16 and the casing 50 will become suflicient, at about 15 miles per hour, toovercome the tendency of the casing to rotate rearwardly; and the grooves 14 are so proportioned that the shoes ID will come into clutching engagement with the casing 50 at about 25 miles per hour. With the parts so proportioned, the device will provide a speed-reducing drive with an accompanying positive mechanical advantage at all automobile speeds below 15 miles per hour; but as the speed increases beyond 15- miles per hour the-fluid-braking action will become sufficient to cause the casing 50 to begin to rotate;

and thereupon the speed-reduction which the 68- vice provides will begin to decrease, and the speed of the driven member 46 will gradually approach the speed of the driving member 45. At, about 25 miles per hour, the centrifugal force acting on the shoes Ill will become suificient to break down the oil film between the shoes and the casing, theshoes will enter into clutching engagement with the casing, and the driven element 46 and driving element 45 willrot'ate at the same speed.

The exact speed at which the shoes 10 come into clutching engagement with the casing 50 depends to an extent upon the speed-differential between the driven element 46 and the casing.

If that speed difierential is relatively low, the' shoes 10 will exert their clutching action at a lower speed than if the speed diflerential is high. As a result, the device will pass from a speedreducing to a direct-drive condition at a lower car speed when the engine is rotating slowly than it will when the engine is rotating rapidly Upon deceleration, the shoes 10 will remain in f clutching engagement with the casing 50 at speeds considerably lower than that required to ing is iairly well deflnedi'orany given oil. I find cause their engagement with the casing 50. This is of advantage; as the average automobile driver, when the automobileis once in direct drive,

will leave it in direct drive at speeds below that at which, when accelerating, he would go into the direct drive; I

I claim as my invention:

"1. In a power-transmission mechanism, a rotatable circular casing adapted to contain a sup-- ply of liquid lubricant, a member coaxial with said casing and rotatable relatively thereto, fluid clutchmeans comprising a plurality of plates 'disposed within said'casing. adjacent ones of said plates being connected respectively to said casing and to said member and having opposed, closely spaced surfaces exposed to said lubricant, and a speed-responsive clutch comprising a plurality of shoes rotatable with said member and radially movable into engagement with the inner periph- I eral'surface-of'said casingunder the influence of centrifugal force, the casing-engaging faces of said shoes being grooved to facilitate the escape of lubricant from the space between the shoes andscasing.-

'2.= Ina power-transmission mechanism, a rotatable circular casing adapted to contain a supaccuses ply of liquid lubricant, a member coaxial with said casing and rotatable relatively thereto, fluid clutch means comprising a plurality of plates disposed within said casing, said plates being connected alternately to said casing and to said member, some of said plates being provided with obliquely disposed ribs inclined to throw lubricant radially outwardly as they revolve, and plates adjacent to the last mentioned plates being provided with-projections positioned to be struck by. such outwardly-thrown lubricant. 1

E. KRICK. 

